Locomotive Emissions Monitoring Program - Railway Association of ...

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GenSets have demonstrated a three-fold reduction in HC, CO and PM and less than half the NOx emissions. In 2008, CP commenced in-service evaluation of two GenSet switchers produced by National Railway Equipment with support from the Transport Canada ecoFREIGHT program 14 . 7.2.2 Tier 2 Engine Retrofits The railways are also exploring options of retrofitting existing locomotive bodies with new Tier-compliant diesel engines. In this regard, CP is examining replacing a road switcher’s existing EMD 16-cylinder 16V-567 or 16V-645 series engine with a new Tier 2 compliant 2,000 hp turbocharged 8-cylinder 8V-710 series engine having electronic fuel injection 15 . Fuel consumption reductions up to 25 per cent are claimed. The locomotive control system has been upgraded with a microprocessor-based unit that not only controls wheel slippage to maximize tractive effort but also operates all engine diagnostics and its flexible software program allows the engine to be fine-tuned for future emissions compliance. 8 7.2.3 Fleet Upgrading and Maintenance Upon remanufacture, the Class I freight railways are upgrading to EPA Tier 0 limits in-service high-horsepower locomotives manufactured prior to 2000, a commitment under the MOU. Also, selected medium-horsepower locomotives have been upgraded to Tier 0. The Canadian railways are introducing maintenance programs aimed at realizing fuel conservation gains and emissions reduction, such as a scheduled three-year fuel injector change-out on certain locomotives. Such measures ensure emissions intensities, particularly for NOx, and PM, will continue to be reduced. 7.2.4 Low Idle The railways are extending the application of the ‘Low Idle’ feature to more locomotives. This feature allows the diesel engine to idle at a reduced speed with a consequently reduced load from cooling fans and other parasitic equipment. The reduction in fuel consumption can be as much as 10 L/hr and, on the accepted duty cycles, can be up to 1.0 per cent of the fleet annual fuel consumption. The use of the low idle feature is limited in some cases, particularly in cold weather, by the need to supply sufficient power for battery charging and crew comfort equipment. All new Tier 2 locomotives are equipped with the low idle function as a standard feature. 7.2.5 Engine Anti-Idling Systems Railways are installing devices on locomotives for both line-haul and yard switching services that will automatically shut down and restart the diesel engine to idle for a time to prevent radiator coolant freezing and to charge the batteries. These include auxiliary power units as well as the automatic engine stop/start (AESS) systems that new locomotives come equipped with. The latter extends the time during the warmer seasons when the locomotive engine can be shut down. Monitoring of line-haul locomotives equipped with a properly operating AESS system has shown annual average savings per locomotive of 30,000 L 16 . Analyses of fleet operations indicate that the capital and installation costs of an auxiliary power unit to maintain critical systems for a shut-down locomotive can be recouped within 2.2 years 17 . 14 ecoFreight Delivers ecoFriendly Locomotives, Press Release issued by Canadian Pacific Railway, Calgary, Alberta, May 6, 2008 15 New Electro-Motive 710 ECO TM Repower Locomotive Enters Service, Press Release issued by Electro-Motive Diesel Inc., LaGrange, Illinois, June 4, 2008 16 Reduction of Impacts from Locomotive Idling, presentation by Linda Gaines, Center for Transportation Research, Argonne National Laboratory, to Society of Automotive Engineers International Truck and Bus Meeting, Fort Worth, Texas – November 2003 17 Locomotive Emission and Engine Idle Reduction Technology Demonstration Project, report CSXT A29312 authored by J.R.Archer (TECHSVCTRAIN) for CSX Transportation for Maryland Energy Administration and U.S. Department of Energy – March 2005 28 LEM 2008
7.2.6 Low and Ultra-Low Sulphur Diesel Fuel Sulphur in diesel fuel influences emissions both directly in the amount of SOx produced and indirectly by enabling exhaust emissions reduction technologies such as diesel particulate filters and oxidation catalysts to function and not become contaminated 18 . In harmony with standards introduced in the U.S.A., as of June 2007 Canadian refineries are required to limit diesel fuel sulphur content to a maximum of 500 ppm (0.05 per cent), referred to a low sulphur diesel fuel. As of 2012, ultra-low sulphur diesel fuel (ULSF) having a sulphur content limited to 15 ppm (0.0015 per cent) will be the only diesel fuel marketed in Canada available to the railways. In view of the environmental benefits of ULSF, VIA Rail Canada and the commuter passenger railways standardized on its use. 7.2.7 Freight Car Technology Improvements The maximum allowable axle load has been increased from 119,545 to 130,000 kg (263,000 to 286,000 lbs) on many lines in Canada. This means the needed gross tonne-kilometres of train consist to move a given amount of freight is reduced. The gross-to-tare ratio of such freight cars is increased permitting the railways to reduce the number of railcars without losing capacity. Similarly, to improve gross-to-tare weight ratios, the railways have invested in lighter-weight aluminum railcars. Also, freight car rolling friction has been reduced through the use of steerableaxle trucks and the universal use of roller bearings on running gear. 9 Double-stack container cars permit a higher container cargo volume for a specific train length, thus lowering the fuel consumption and emissions per RTK of intermodal trains. However, on intermodal trains attention is required to avoid unfilled slots, that is, flat cars without containers. Analyses have shown that improving slot utilization from 90 to 100 per cent reduced the aerodynamic resistance coefficient sufficient to save up to 2.4 L/km of fuel 19 . 7.2.8 Longer Trains Trains up to 2.5 kilometres in length are now operating as a result of lengthened passing tracks and sidings. Longer trains permit improved utilization of the locomotive power. In its long trains, CN is deploying Distributed Braking Cars (DBC) which are placed at the end of trains to maintain airbrake pipe pressure at a certain operational level. The DBC were developed to assist in the operation of long trains in cold weather conditions, particularly between Winnipeg and Edmonton. The concept is based on the older-design air repeater car, which utilized an air compressor installed in a box car that was placed in the middle of the train. DBC obviate the need for additional locomotives used primarily in long trains to supply additional air for the braking system and, hence, avoiding the concomitant fuel consumption and emissions. DBC are monitored by a suite of proprietary Wi-Tronix software that link CN managers via the internet to provide data on: GPS tracking, fuel levels, refuel alerts, engine monitoring (running state, overload, oil temperature, and coolant temperature), main reservoir pressure, battery voltage monitoring and the ability to receive E-mailed alerts 20 . 7.2.9 Remote Power Distributing a remote-controlled locomotive within a freight train permits better handling of long trains, especially in undulating terrain, so as to provide more optimum locomotive power assignment and better air distribution for braking. As well, distributing a locomotive within the train helps remove energy-dissipating slack action. 18 Operational Effects of Low Sulfur Diesel Fuel in Locomotives, report by Fred Girshick, Infineum USA, published in Proceedings of the 70th Annual Meeting of the Locomotive Maintenance Officers Association (LMOA), Chicago, Illinois – September 21-24, 2008 19 Options for Improving the Energy Efficiency of Intermodal Freight Trains, Paper No.1916 by Y.C. Lai and C.P.L. Barkan, University of Illinois Urbana- Champaign, published in the Journal of the Transportation Research Board – 2005 20 Wi-Tronix WiPUs to be Installed on CN Distributed Braking Cars, Press Release, Wi-Tronics LLC, Bolingbrook, Illinois – October 18, 2008 29 LEM 2008
Page 1 and 2: Locomotive Emissions Monitoring Pro
Page 3 and 4: Executive Summary The Locomotive Em
Page 5 and 6: Photo: Courtesy of CN Fuel Consumpt
Page 7 and 8: operation of longer trains in 2008.
Page 9 and 10: Locomotive Utilization Profile: Thi
Page 11 and 12: Terminology Related to Locomotive E
Page 13 and 14: Conversion Factors Related to Railw
Page 15 and 16: Abbreviations used in Railway Opera
Page 17 and 18: 27 7 Emissions Reduction Initiative
Page 19 and 20: 1 Introduction This report contains
Page 21 and 22: Subsequently, the definitions, for
Page 23 and 24: 2 Traffic and Fuel Consumption Data
Page 25 and 26: 2.2 Passenger Traffic Handled 2.2.1
Page 27 and 28: 2.3.1 Freight Operations Fuel consu
Page 29 and 30: 3 2008 Locomotive Inventory The act
Page 31 and 32: 4 Diesel Fuel Properties The RAC su
Page 33 and 34: Table 7 also shows that the EF used
Page 35 and 36: 5.3 Emissions Generated 5.3.1 Green
Page 37 and 38: Figure 10 Total Railway GHG Emissio
Page 39 and 40: Figure 15 Commuter Rail GHG Emissio
Page 41 and 42: 6 Fuel Consumption and Emissions in
Page 43 and 44: Table 15 TOMA No. 2 - Windsor - Que
Page 45: 7 Emissions Reductions Initiatives
Page 49 and 50: 7.3 Operations-related Initiatives
Page 51 and 52: 7.4.4 Co-production Co-production i
Page 53 and 54: 8 Summary and Conclusions The econo
Page 55 and 56: Notice of Clarification The metrics
Page 57 and 58: 3.2 CAC Commitments by the Major Ra
Page 59 and 60: 6.0 Management of the Memorandum 6.
Page 61 and 62: Annex 1 RAC MEMBER COMPANIES Novemb
Page 63 and 64: 2) The emissions data for the TOMAs
Page 65 and 66: Annex 4 Greenhouse Gases The greenh
Page 67 and 68: Appendix B-1 Locomotive Fleet 2008
Page 69 and 70: Appendix B-2 Locomotive Fleet 2008
Page 71 and 72: Appendix C Railway Lines Included i
Page 73 and 74: Appendix E-1 Locomotive GHG Emissio
Page 75 and 76: Appendix F RAC Member Railways in 2
Page 77 and 78: Appendix G Railway Association of C
Page 79: OFI-04 Recommendation: RAC to inter

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